Engine starting device



Feb. 9, 1960 c. s. SCHOTT 2,924,209

ENGINE STARTING DEVICE Filed May 20, 1958 2 Sheets-Sheet l VACUUM ENGINE jTA R TEA RELA Y Z22 z/erzjor.

MAG/V570 2 Sheets-$heet 2 C. S. SCHOTT ENGINE STARTING DEVICE flz/ezgfor, 6M5 a 454i Feb. 9, 1960 Filed May 20, 1958 United States Patent ENGINE STARTING DEVICE Charles S. Schott, Chicago, Ill.

Application May 20, 1958, Serial No. 736,623

11 Claims. (Cl. 123-179) The invention relates generally to an engine control device, and more particularly to a device for automatically controlling the starting operation and stopping of engines without manual attention.

The invention is of particular value in connection with the operation of fuel burning engines, as for example, gasoline or natural gas burning engines, such as those utilized in connection with oil well pumps and the like. In connection with certain types of oil wells it is desirable to operate the pumps for only a predetermined number of hours out of each day with periods of inactivity between the operating periods. Many of the wells of this type are in relatively uninhabited locations and are operated for periods of time without attention or manual control. Many of these wells are continuously operated even though such operation is a costly and ineflicient one due to the fact that providing personnel for starting the engines each day is prohibitive. Likewise any automatic control would have to be completely foolproof, provide proper engine starting and control, and if necessary be completely self-contained whereby it may be utilized in isolated places remote from the usual electrical power sources.

The present invention therefore has among its objects the production of an engine control device which will automatically start the engine, engage the actuating clutch mechanism after the engine has reached normal operating temperature to operate the pump or other equipment to be run, stop the engine after a predetermined period of operation and recycle itself a set number of hours later. To achieve these results a number of other operations preferably are performed in connection with these, functions to insure maximum elficiency and safety. Thus it is desirable that the mechanism open a suitable fuel valve before the engine is started and close the valve when the engine stops, provide for overall control of the engine when running by the usual safety devices, as for example, oil pressure responsive means, temperature responsive means, etc., insure that the clutch is not actuated until the engine has reached a suitable operating temperature, provide for smooth engagement of the clutch without jerkiness or other sharp shocks on the mechanism, actuate the starter mechanism intermittently in the event the engine does not start on the first starter actuation, discontinue starting operations in the event the motor does not start within a predetermined time, close the fuel valve if the engine should stop during the operating cycle and when the engine stops at the end of an operating c cle.

Another object of the invention is the production of a control device having the above features which is relatively simple in construction and relatively inexpensive to manufacture.

A further object of the invention is the production of such a device which is readily adaptable to different types. of engines operating on various types of fuels, etc.

Many other objects and advantages of the construction herein shown and described will be obvious to those skilled in the art from the disclosure herein given.

In the drawings, wherein like reference characters indicate like or corresponding parts:

Fig. 1 is a semi-diagrammatic view of an engine to which the invention is applied;

Fig. 2 is an elevational view of the circuit baseboard of the control device which may utilize a printed circuit;

Fig. 3 is a view similar to Fig. 2 of the opposite side of the control board showing the various switches and relays, etc.;

Fig. 4 is a sectional view through the baseboard illustrating details of the timer motor and timer switch structure; and

Fig. 5 is a diagram of the electrical circuit of the structure illustrated in Figs. 2 and 3.

The invention contemplates the utilization of two interrelated circuits, one utilized during the starting operations and the other during the normal running operations, both of such circuits being under the control of a timer circuit which is adapted to actuate the respective circuits at predetermined times and for predetermined periods. Thus in general the operation of the device is such that the timer means may actuate the starting circuit and ready the running circuit, with the switch from starting to running circuits being consummated by means operable by the engine when running, as for example, by the use of engine vacuum.

The starting circuit may utilize a master control relay having a plurality of pairs of operable contacts for effecting the starting of the engine, the master relay being under the control of the timer mechanism, whereby the later will actuate the relay at predetermined periods. The running circuit may be actuatable by vacuum derived from the engine when the latter is running and may feature switch contacts which when actuated will render the starting circuits inoperable and maintain the supply of fuel to the engine so long as the latter is running. Upon completion of the required cycle, the timer mechanism may render the second circuit inoperable, following which the fuel supply may be shut off, causing the engine to stop and upon the cessation of the engine vacuum, restore the second circuit to its original condition. The arrangement is such that the timer may maintain the first or starting circuit in operation only long enough to start the engine and discontinue operation in the event the engine does not start within a predetermined period. In the event the engine starts, following the end of such period, the control mechanism may be under the control of the timer and the second circuit which is under the control of the engine through the engine vacuum, whereby stoppage of the engine will result in the cessation of vacuum and deactivate the second circuit to shut off the fuel supply, the entire device remaining inoperative until the following cycle.

Referring to the drawings and particularly to Fig. 1, the reference numeral 1 indicates generally an engine of the fuel burning type illustrated as being adapted to be operated from a natural gas supply represented by the line 2 and having a control valve 3 therein. The engine is provided with a clutch actuating lever 4 illustrated as being normally maintained in a released or disengaged condition by means of tension spring 5 operatively connected to the lever 4 to urge the latter in a releasing direction. Also connected to the lever 4 is a vacuum cylinder 6 having a reciprocable actuating member 7 to which the lever 4 is operatively connected whereby the cylinder 6 when operatively connected to a vacuum line will move the lever 4 toward the right as viewed in Fig. 1 to engage the clutch and operatively connect the engine to the mechanism to be driven thereby. In the construction illustrated, the engine 1 is supported on a suitable frame 8 having an upright 9 adapted to support the vacuum cylinder 6'.

' 2,924,209 A r V c T The cylinder 6 is adapted to be operatively connected 9 to a source of vacuum in the engine by means of a vacuum line 11 operatively connecting the engine with the vacuum cylinder 6 through a suitable valve 12, the latter and the valve 3 being operatively connected to the control device 13 by lines 14 and 15, the valves 3 and 12 being illustrated. as being of the solenoid type, the valve 3 being normally closed, and adapted to be opened by energization of the associated solenoid, and the valve 12 ;beingnormally open and adapted to be closed on en- :ergization. Also operatively connected to the control device13 is, a battery 16 which may be the starting battery for the engine, the battery being operatively con- .nected to the control device by a line 17, switch 18 and 19. A manual switch 21, may be provided, actuation of which is operable to start the motor independently of the .timer means, while the switch 18 may be provided for controlling the overall operation of the device.

. Figs. 2 and '3 illustrate opposite sides of the control board which supports the control relays, timer, switches, etc., and which as illustrated in Fig. 2 readily adapts itself to printed circuit techniques. As illustrated in Fig. 3, mounted on the opposite side of the control board to that illustrated in Fig. 2 is a timer disk indicated generally by the numeral 23, a vacuum actuated switch indicated generally by the numeral 24, a gas valve controlling relay indicated generally by the numeral 25, a starting motor relay indicated generally by the numeral 26 and a thermo-actuated switch indicated generally by the numeral 27. The timer disk 23 is adapted to be rotated by a suitable electric motor or clock mechanism generally indicated in Fig, 2 by the numeral 28.

p The disk 23 is adapted to be rotated in a clockwise direction by the motor 28 through suitable reduction gearing, the construction illustrated recycling on every half revolution of the disk.

Cooperable with the latter is a stationary contact structure indicated generally by the numeral 29 and having three contact assemblies 31, 32 and 33, the contact 31 forming a common pole and the contacts 32 and 33 forming poles cooperable with the common pole 31. As illustrated in Fig. 4, the structure 29 comprises a base member 34 of generally L-shape, having one leg portion secured to the panel by suitable means such as screws 36 and nuts 37, the opposite leg 38 of the structure extending radially with respect to the disk 23, each of the contacts 31, 32 and 33 comprising a contact member 39, urged into engagement with the disk 23 by springs 41, the members 39 and springs 41 being positioned within a tubular member 42, closed at its outer end by a cap member 43 to whichthe conductors are adapted to be connected. As illustrated in Fig. 3 the disk 23 is provided with a metallic electrical conducting member indicated generally by the numeral 44 having a generally circular inner portion 45, two intermediate oppositely disposed sectors 46 and radially extending outer portions 47 which are relatively narrow compared with the portions 46.

It will be apparent that as the disk 23 rotates in a clockwise direction, as viewed in Fig. 3, the contact 31 will always be in electrical contact with the portion 44 through the circular portion 45, while the contact 32 will be operatively connected to the contact 31 through the portions 46 and 45, the duration of such connection being approximately ninety degrees in the construction illustrated, with corresponding open periods intermediate the same. In like manner the contact 33 may be operatively connected with the contact 31 through the sectors 47, intermediate portions 46 and inner portion 45, such periods of contact being twice in each revolution of the disk but for considerably shorter periods than the connection between the contacts 31 and 32. Thus during the rotation of the disk the contacts 32 and 33 will be unconnected for approximately ninety degrees of such rotation, then both contacts will be simultaneously connected to the contact 31 and following a relatively short interval the contact 33 will be disconnected while the contact 32 remains connected to the contact 31 over approximately the succeeding ninety degrees of revolution, following which there is a second period of ninety degrees of disconnection of both the contacts 32 and 33 which is ultimately followed by a repetition of the cycle described.

Obviously the periods of operation and idleness of the engine 1 may be varied by suitable proportioning of the contacts 46 and 47 as well as the speed of rotation of the disk to achieve any desired results.

Referring to Figs. 2 and 5, the circuit illustrated is as follows: The battery 16, having one side grounded as indicated at 19 is operatively connected at the opposite side to the clock 28 through a conductor 51, the opposite side of the motor being grounded by means of a conductor 52. The battery is also operatively connected to the contact 31 by a conductor 53.

The contact 33 is operatively connected by conductor 54 to the actuating winding '55 of the relay 22, the opposite side of the winding being connected toground'as indicated at 56.

The relay 22 comprises four pairs of contacts 22a, 22b, 22c and 22d, the latter pair ofcontacts being normally closed and the other pairs of contacts being normally open. One contact of each pair 22a, 22b and 22c is operatively connected to the hot side of the battery 16 by a conductor 57. The contacts 22d are adapted to be operatively connected by conductors 58 and 59 to the engine, as for example, to the magneto, which, for the purposes of illustration, will be assumed to ground the magneto and thus render it inoperative when the contacts 22d are closed. The opposite contact of the contacts 22a is operatively connected by the conductor 14 to the winding 61 of the vacuum valve 12, the opposite end of the winding 61 being grounded by a suitable conductor 62, whereby when the contacts 2211 are closed the winding 61 will be energized, closing the normally open valve 12.

The other contact of the pair 22b is operatively connected by conductor 15 and conductor 63 to one side of the winding 64 of the fuel valve 3, the opposite side of the winding 64 being grounded by a conductor 65. The other contact of the pair 22c is operatively connected by a conductor 66 to one contact of a normally closed pair of contacts 24a, the opposite contact of such pan of contacts 24a being connected by a conductor 67 to one contact of a normally closed pair of contacts "27a of the thermo-actuated element 27, the other of such contacts 27a being operatively connected by a conductor 68 to one side of a relay winding 69 of the relay 26, the opposite side of the winding being grounded by a conductor 71. The starting relay 26 is provided with a pair of normally open contacts 26a, one of which is operatively connected to the hot side of the battery and the other being adapted to be operatively connected by a conductor 72 to a starter relay associated with the starter motor of the engine. The same contact of the pair 26a is also operatively connected by a conductor 73 to one side of the heater winding 74 of the thermo switch 27, the opposite sideof such winding being grounded as indicated at 75.

The circuit thus far described comprises the basic starting circuit which is ultimately rendered inoperative upon starting of the engine as will hereinafter be described.

The operation of the starting circuit is a follows: Assuming that switch 18 is closed and that the disk 23 is rotating in a clockwise direction as viewed in Fig. 5, the portions 46 and 47 will simultaneously connect the contacts 32 and 33 with the contact 31, operatively connect ing the battery through conductor 54 from contact 33 to the winding 55 of the relay 22, energizing the winding and actuating the contacts associated therewith so that contacts 22a, 22b, and 220 will be closed while contacts 22d will be opened. Opening of the contacts 22d removes the ground from the engine magneto and readies the same for operation, Closing of contacts 22a energizes the winding 61 of the normally vacuum valve 12 through conductor 14, thereby preventing operation of the vacuum piston 6 and actuation of the clutch lever 4.

Closure of the contacts 22b results in energization of the winding 64 of the gas or fuel valve 3 through conductors 63' and 15, thereby opening the normally closed valve 3 and permitting the flow of fuel to the engine. Closing of contacts 220 completes a circuit from the battery through conductor 57, contacts 220, conductor 66, normally closed contacts 24a, conductor 67, normally closed contacts 27a, and conductor 68 to the winding 69 of the starting relay 26, energizing the winding and resulting in closure of the contacts 26a which, through conductor 57 from the battery and conductor 72 to the starting relay on the engine, actuates the latter to place the startingmotor of the engine in operation, turning the engine over...

At the same time closure of the contacts 26a through conductor 73 results in energization of the heater winding 74 of, the thermo-switch 27 and upon the passage of current through the latter for a predetermined time the contacts 27a will be opened, shutting off current to the winding 69 of the starting relay 26, permitting the contacts 26a thereof to open. This action will result in discontinuance of the operation of the starting motor and at the same time disconnect the winding 74 of the switch 27,, permitting the contacts 27a to eventually close, again energizing the starting relay 26 and repeating the cycle either until the engine starts or the contact 33 is operatively disconnected from the contact portion 47 of the disk 23. Assuming the engine has not started, upon disconnection of the contact portion 47 from the contact 33 the winding 55 of the relay 22 is operatively disconnected with the result that contacts 22a, b and 0 open, and contact 22d closes, in turn placing a ground across the magneto, opening the valve 12, closing the fuel valve 3 and breaking the starting circuit to prevent further starting operation.

The running circuit comprises the vacuum operated switch 24 and relay 25, the vacuum switch having a suitable actuating diaphragm or the like 76 adapted to be operatively connected to the engine vacuum line by a suitable line 77 and having normally closed contacts 24a and normally open contacts 24b respectively adapted to be opened and, closed when vacuum is applied to the diaphragm 76. One of the contacts 24b is grounded, as for example by a conductor 78, while the other contact is operatively connected by a conductor 79 to the Winding 81 of the relay 25, the opposite side of the latter being operatively connected by a conductor 82 to the contacts 32 associated with the disk 23. The relay 25 is provided with a pair of normally open contacts 25a, one of which is operatively connected by conductor 83 and conductor 15. tothe winding 64 of the fuel valve 3, while the other contact is operatively connected by a conductor 84 to the hot side of the battery.

The operation of the running circuit is a follows: Assuming that upon closing of the relay 26a, energizing the starter relay and actuating the engine starting motor to turn the engine over, in the event the engine starts running, vacuum will be created in the vacuum line from the engine to the valve 12 through the line 11 and to the: diaphragm 76 through the line 77, resulting in actuation of the vacuum switch 24 to open the contacts 24a and close the. contacts 24b. Opening of the contacts 240! will. resultv in a disconnection of the winding 69 of the starting relay 26, opening the contacts 26a which will break the operative connection to the winding 74 of the thermo-switch 27. At thev same time closure of the contacts 24b will energize the winding 81 of the relay '25,

the circuit being from contacts 24b, conductor 79 through the winding 81 and conductor 82 to contact 32 and through contact 46 on the disk 23 and contact 31 to the hot" side of the battery. The engine will continue to warm up andas long as the contact portion. 47 of the disk- 23 is in operative contact with the contact 33, maintain- 6 ing the winding 55 energized and the relay 22 activated, the valve 12 will remain closed so that the clutch member will not be actuated during this period.

However, at the end of the warm-up period as determined by the circumferential length of the contact portion 47, upon disconnection of the contact 33 therewith, the winding 55 will be opened, permitting the relay 22 to be deactivated and opening contacts 22a, thereby deenergizing the winding 61 of the valve 12 which will open and permit vacuum to be applied to the piston 6 to throw in the clutch through the lever 4, placing the equipment operated by the engine into active operation. At the same time opening of the contacts 22b places the actuation of the valve 3 strictly under the control of relay 25, while the opening of the contacts 22c further disconnects the starting motor circuit, the closure of the contacts 22d places the control of the magneto upon the usual safety devices associated with the engine which normally will ground out the magneto in the event oper ating temperatures become too high or oil pressure becomes too low, etc.

The operation of the engine will continue until the contact 23 is disconnected from the contact portion 46 or" the disk 23, at which point the relay 25 is de-energized, permitting the fuel valve 3 to close, shutting off fuel to the engine and as the latter stops, vacuum is lost in the lines 11 and 77, permitting the spring 4 to return the clutch lever 4 to a disengaged position, while the loss of vacuum in the diaphragm 76 of the valve 24 will result in the contacts 24a closing and the contacts 24b opening, thereby readying the circuit for a new cycle of operation when the next sector of the contact disk engages the contacts 32 and 33.

Assuming the structure is in a non-operative position, in which case the contacts 32 and 33 would be open, a complete cycle of operation would begin when the contact portions 46 and 47 engage the contacts 32 and 33, respectively, the contacts 47 and 33 operatively connecting the battery 16 to the winding 55 of the master relay 22 to actuate the latter, while contacts 46 and 32. are operative to connect the battery to one side of winding 81 of the relay 25, the latter, however, remaining unenergized as contacts 242; of the vacuum switch 24 are in open position.

Upon energization of the relay 22, opening of contacts 22d removes the ground from the magneto and permits the latter to function. At the same time the closing of contacts 22a, 22b and 220 close the vacuum valve 12, open the fuel valve 3 and through vacuum switch 24 and thermoswitch 27 energizes the winding 69 of the starter relay 26. Fuel is thus supplied to the engine and at the same time the main starter relay on the engine is actuated to operate the starting motor. In the event the motor does not start immediately, the starting motor will not be continuously operated as the thermo-switch 27 will open and close the starting circuit for periods of approximately fifteen seconds on and fifteen seconds off. If the motor fails to start within the period established by the contact 47 and contact 33, which are operatively engaged for approximately seven minutes, relay 22 is deenergized and the entire circuit remains inoperative until the next cycle of operations is commenced, when the other segment contact 47 engages the contact 33. Assuming that the engine starts on the first few starting periods, as the engine reaches operating speed vacuum will be developed in the vacuum line to the valve 12 and vacuum switch 24, causing the latter to be actuated to open contacts 24a to the starting motor circuit and closing contacts 2412, thereby actuating the winding 81 of the relay 25, which in turn results in contacts 25a closing, thereby placing the control of the fuel supply valve 3 with the relay 25 and contacts 47 and 32. However, as the valve 12 remains closed as long as the relay 22 remains energized, the. vacuum cylinder 6 will not be actuated and the clutch lever 4 will therefore remain in,

a disengaged position. At the end of the warm-up period, as determined by the contacts 47 and 33, the latter will open, thereby breaking the circuit to the winding 55 of relay 22, resulting in re-energization of the latter and closing of the contacts 22d and opening the contacts 22a, 22b and 220. Closing of the contacts 22d thereby places control of the engine magneto on the various engine safety devices such as oil pressure responsive means, temperature responsive means, etc., that would ground the magneto and shutoff the engine in the event oil pressure falls below a predetermined minimum or the temperature of the engines rises above a predetermined maximum. Opening of contacts 2211 results in opening of the valve 12, permitting vacuum to energize vacuum cylinder 6 and actuate the clutch lever 4 to throw the clutch into engagement with the pumping mechanism or other equipment to which the engine is connected. If the engine should tend to stall or miss while the clutch is being engaged, the diminishing of vacuum in the vacu urn line would result in at least partial release of the clutch until the engine again resumedan operating speed. Opening of contacts 22b has no eifect on the valve 3 as the contacts 25a remain closed.

The engine continues to run until the contact 46 disengages the contact 32, at Which time the relay 25 is de-energized, opening contacts 25a and closing the fuel valve 3, causing the engine to stop. As the engine comes to a stop the vacuum in the vacuum line to the switch 24 and cylinder 6 is lost, resulting in the switch 24 returning to its original position, opening contacts 24a and closing contacts 24b, whereupon the entire circuit is at its original position ready for the next cycle of operation.

It will be appreciated that the timing sequences may be readily varied by suitable proportioning of the com ponents associated therewith, the number of cycles of operation in a predetermined time being determined by the construction of the disk 23, the number of seg ments 46 and 47 thereon, as well as the speed at which it is rotated, While the timing on the starting motor may be varied by utilizing a thermo-switch 27 having suitable characteristics to produce the desired results.

It also will be appreciated that a control may be utilized to perform additional functions in connection with the engine or equipment with Which it is associated, as for example, providing periodic lubrication of the engine or certain running members, prime the engine before starting, or start the engine on one type of fuel and subsequently switch to another type of fuel, by providing additional contacts on one or more of the relays or on the vacuum switch, as the case may be, which will effect the desired operation, or in some cases it might be desirable to add additional contacts on the disk 23 and member 29 for performing the desired function.

It will be noted that I have provided a control device which is relatively simple in construction and fool-proof in operation and which may be manufactured and sold at a relatively low price.

The present invention is readily applicable to engines of various types, utilizing various fuels, etc. If the engine utilizes a distributor and coil rather than a magneto, the contacts 2211 may be suitably designed to control the energization of the coil or, in the case of a diesel or the like, may be associated in various safety circuits embodied in the particular engine installation.

Having thus described my invention, it will be obvous to those skilled in the art that various immaterial modifications may be made in the same without departing from the spirit of my invention; hence I do not wish to be understood as limiting myself to the exact form, construction, arrangement and combination of parts herein shown and described, or uses mentioned.

What I claim as new and desired to secure by Letters Patent is:

1,, A control device for fuel burning engines having engine starting means, a battery and. releasable clutch means, comprising power means foroperatively engaging said clutch means, means for controlling the supply of fuel to said engine, means for controlling said power means,'means in the ignition circuit of the engine for controlling ignition operation, means for controlling the engine starting means, master control means, operatively associated with the respective fuel, ignition, power and starting control means, operable to an actuated condition to actuate said fuel control means to supply fuel to the engine, actuate said power control means to render said power means inoperable, actuate said ignition control means to render the ignition-circuit operable and actuate said starting control means to actuate the starting means, means operableby the engine when running operatively related to said fuel control means and said starting control means operable when actuated to maintain said fuel control means in operable relation and render said starting control means inoperable, and means operatively related to said master control means and said fuel control means for controlling the operation thereof. a V I 2. A control device for fuel burning engines having engine starting means, and releasable clutch means, comprising power means for operatively engaging said clutch means, means for controlling the supply of fuel to said engine, means for controlling said power means, means for controlling the engine starting means, master controlmeans operatively associated with the respective fuel, pot'er and starting control means, operable to an actuated condition to actuate said fuel control means to supply fuel to the engine, actuate said power control means to render said power means inoperable, and actuate said starting control means to actuate the starting means, means operable by theengine when running operatively related to said fuel control means and said starting control means operable when actuated to maintain said fuel control means in operable relation and ren der said starting control means inoperable, and means operatively related to said master control means and said fuel control means for controlling the operation thereof.

3. A control device for fuel burning engines having engine starting means and a battery, and releasable clutch means, comprising vacuum operated power means for en gaging said clutch means, electrically actuated valve means in the fuel supply line to said engine, electrically actuated valve means in the vacuum line to said power means, means in the ignition line of the engine for controlling the operation thereof, means for controlling the engine starting means, master control means operatively associated with said fuel valve, said ignition controlling means, said vacuum valve and said starting controlling means operable to an actuated condition to open said fuel valve, close said vacuum valve, actuate said ignition means to render the ignition circuit operable and actuate said starting means, vacuum operated switch means operable by the engine vacuum operatively connected to said fuel valve and said starting means operable when vacuum actuated to maintain said fuel valve in open relation and render said starting means inoperable, and timer means operatively related to said master control means and said fuel valve for controlling the operation thereof.

4. A control device for fuel burning engines, having a starting motor and battery, and releasable clutch means, comprising vacuum operated power means for engaging said clutch means, resilient means for disengaging said clutch means when said power means is inoperative, an electrically operable valve in the fuel line to said engine, an electrically-operable valve in the vacuum line to said power means, switch means in the ignition line of the engine, circuit means for controlling the engine starting motor, relay means operatively associated with said fuel valve, saidignition switch means, said-vacuum valve and said starting circuit operable to an actuated condition to open said fuel valve, close said vacuum valve, actuate said ignition switch means to render the ignition circuit operable, and actuate said starting motor circuit, vacuum operated switch means operable by the engine vacuum operatively connected to said fuel valve and said starting circuit and operable when vacuum actuated to maintain said gas valve in open relation and render said starting circuit inoperable, and timer means operatively related to said relay means and said fuel valve for controlling the operation thereof.

5. A control device as defined in claim 4 wherein said timer means comprises a rotatable contact disk cooperable with stationary contacts to form two switch circuits, one for said relay means and the other for said fuel valve, the contact elements of said contact disk associated with the fuel valve circuit being operative to remain closed for the desired period of engine operation and the contacts associated with said relay means being operative to remain closed for a shorter predetermined starting period,

6. A control device as defined in claim 4 wherein said fuel valve is operatively connected to an actuating relay controlled by said timer and the vacuum operated switch means and said relay means constitutes a master control relay having respective contact means associated with the ignition switch means, said fuel valve, vacuum valve and said starting switch.

7. A control device as defined in claim 4 wherein said starting circuit includes a relay having contacts operable to close the starting motor circuit, and means for intermittently opening the starting circuit whereby the starting motor is intermittently actuated in the event the engine does not start immediately.

8. A control device as defined in claim 7, wherein said intermittent means comprises a thermo-actuated switch having a predetermined cycle of operation.

9. A control device as defined in claim 6, wherein said vacuum switch, timer and relays are mounted on a baseboard of insulating material having a printed circuit thereon to which the components are operatively connected.

10. A control device as defined in claim 6, wherein switch means is provided for actuating said master control relay independently of the control thereof by said timer.

11. A control device for fuel burning engines having engine starting means, a battery and releasable clutch means operatively connected to the drive shaft of such an engine for disengageably connecting the latter to a driven member, comprising vacuum actuated power means for operatively engaging said clutch means, normally closed, electrically actuated valve means for controlling the supply of fuel to said engine, normally open, electrically actuated valve means for controlling the vacuum applied to said power means, relay means for controlling the engine starting means, a master control relay operable when energized to actuate said fuel valve means to open the latter, and to actuate said vacuum valve to close the same, means in the ignition circuit of the engine for controlling the operation thereof, said master relay having contacts operatively related to said ignition circuit operable when said relay is energized to render such circuit operable, and additional contacts in said master relay operable when the latter is energized to energize said starting relay, thermal responsive switch means operably related to said last-mentioned contacts and said starting relay for intermittently actuating the latter relay means operatively associated with said fuel valve, a vacuum switch adapted to be actuated by manifold vacuum of said engine when the latter is running, said vacuum switch being operable when actuated to render said master relay inoperable and to actuate said fuel valve relay to maintain said fuel valve open, said master relay being operative, when de-energized to de-energize said valve in the vacuum line to said power means whereby the latter is actuated to operate said clutch, and a timer structure having two circuits, one operative when closed to initially actuate said master relay and the other operative to maintain said fuel valve relay energized for a predetermined cycle following de-energization of said master relay.

References Cited in the file of this patent UNITED STATES PATENTS 1,386,844 Cowen Aug. 9, 1921 1,812,088 Dun et al. June 30, 1931 FOREIGN PATENTS 534,729 Canada Dec. 18, 1956 

